Performance of concrete pavements with …...Concrete pavement on SR-395 south of Interstate 90...
Transcript of Performance of concrete pavements with …...Concrete pavement on SR-395 south of Interstate 90...
May 2012Keith W. AndersonJeff UhlmeyerTim SextonMark RussellJim Weston
WA-RD 637.2
Office of Research & Library Services
WSDOT Research Report
Performance of Concrete Pavements with Longitudinal Tining, Transverse Tining, and Carpet Drag Finish
Experimental Feature Report __________________________________________________________
Final Report Experimental Features WA 05-02 and 05-05
Performance of Concrete Pavements with Longitudinal Tining, Transverse Tining, and Carpet Drag Finish Contract 6757 I-5 Federal Way to S. 317th Street HOV Direct Access MP 143.25 to 144.75 and Contract 6883 Pierce Co. Line to Tukwila I/C – HOV – Stage 4 MP 139.06 to 144.75
Engineering and Regional OperationsConstruction Division
State Materials Laboratory
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1. REPORT NO. 2. GOVERNMENT ACCESSION NO. 3. RECIPIENT'S CATALOG NO.
WA-RD 637.2
4. TITLE AND SUBTITLE 5. REPORT DATE
Performance of Concrete Pavements with Longitudinal Tining, Transverse Tining, and Carpet Drag Finish.
May 2012
7. AUTHOR(S) 8. PERFORMING ORGANIZATION REPORT NO.
Keith W. Anderson, Jeff Uhlmeyer, Tim Sexton, Mark Russell, and Jim Weston Experimental Feature WA 05-
02 and 05-05 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NO.
Washington State Department of Transportation Materials Laboratory, MS-47365 11. CONTRACT OR GRANT NO.
Olympia, WA 98504-7365
12. SPONSORING AGENCY NAME AND ADDRESS 13. TYPE OF REPORT AND PERIOD
COVERED
Washington State Department of Transportation Transportation Building, MS 47372
Final Report
Olympia, Washington 98504-7372 14. SPONSORING AGENCY CODE
Project Manager: Kim Willoughby, 360-705-7978 15. SUPPLEMENTARY NOTES
This study was conducted in cooperation with the U.S. Department of Transportation, Federal Highway Administration. 16. ABSTRACT
This report documents the performance of concrete pavements constructed on I-5 in the vicinity of Federal Way, Washington. The pavements were built using three types of texture; carpet drag, longitudinal tining, and transverse tining. The pavements were monitored for wear, friction resistance, ride, and tire/pavement noise. The purpose of the study was to determine if the carpet drag and longitudinal tining methods of texture were equal to or better than the standard transverse tining used by WSDOT and required by FHWA at the time.
The data showed that the carpet drag and longitudinal tined textures were equal to or better than the transverse tined texture with respect to pavement wear and friction resistance.
Noise levels on the carpet drag and longitudinal tined textured pavements are in the range normally cited for either conventional diamond ground or longitudinal tined pavement.
Additional performance data is reported from three concrete pavement projects located on I-90 in the Spokane urban area that used transverse tined and carpet drag textures. Data showed that neither of the textures will withstand the wear from studded tires. Friction resistance on these projects was adequate despite the quick removal of all texture by studded tire wear. Various mix designs that produced higher flexural strength pavements or pavements with higher cement contents did not prove any more resistant to studded tire wear than pavements built with standard 650 psi mix designs. 17. KEY WORDS 18. DISTRIBUTION STATEMENT
Portland cement concrete pavement, carpet drag, pavement roughness, pavement wear, friction resistance, tining
No restrictions. This document is available to the public through the National Technical Information Service, Springfield, VA 22616
19. SECURITY CLASSIF. (of this report) 20. SECURITY CLASSIF. (of this page) 21. NO. OF PAGES 22. PRICE
None None 77
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Disclaimer
The contents of this report reflect the views of the authors, who are responsible for the
facts and the accuracy of the data presented herein. The contents do not necessarily reflect the
official views or policies of the Washington State Department of Transportation or the Federal
Highway Administration. This report does not constitute a standard, specification, or regulation.
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Table of Contents
Introduction ..................................................................................................................................... 1 Studded Tire Wear .......................................................................................................................... 1 Studded Tire Wear Mitigation Projects .......................................................................................... 4 I-5 Project Descriptions .................................................................................................................. 7 I-5 Projects Construction ................................................................................................................ 9
Mix Designs ................................................................................................................................ 9 Paving ....................................................................................................................................... 10 Carpet Drag Finish .................................................................................................................... 10
Post-Construction Testing ............................................................................................................. 11 Pavement Wear ......................................................................................................................... 11
I-5 Federal Way Project ........................................................................................................ 11 I-5 Pierce Co. Line Project .................................................................................................... 13 I-90 Combined Aggregate Project ........................................................................................ 15 I-90 Whitetopping Project ..................................................................................................... 16 I-90 Argonne To Sullivan Project ......................................................................................... 18
Discussion of Pavement Wear .................................................................................................. 19 Friction Resistance .................................................................................................................... 22
I-5 Federal Way Project ........................................................................................................ 24 I-5 Pierce Co. Line Project .................................................................................................... 26 I-90 Combined Gradation Project ......................................................................................... 29 I-90 Whitetopping Project ..................................................................................................... 31 I-90 Argonne to Sullivan Project .......................................................................................... 33
Ride ........................................................................................................................................... 35 I-5 Federal Way Project ........................................................................................................ 36 I-5 Pierce Co. Line Project .................................................................................................... 37 I-90 Combined Gradation Project ......................................................................................... 39 I-90 Whitetopping Project ..................................................................................................... 40 I-90 Argonne to Sullivan Project .......................................................................................... 42
Noise ......................................................................................................................................... 43 Summary ....................................................................................................................................... 46 Conclusions ................................................................................................................................... 47 References ..................................................................................................................................... 47 Appendix A I-5 and I-90 Mix Designs ........................................................................................ 48 Appendix B Experimental Feature Work Plan I-5 Federal Way Project ..................................... 55 Appendix C Experimental Feature Work Plan I-5 Pierce Co. Line Project ................................ 63
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List of Figures
Figure 1. Concrete pavement on SR-395 south of Interstate 90 interchange at Ritzville. ........... 2 Figure 2. Concrete pavement on Interstate 45 in Houston, Texas after thirteen years of traffic. 3 Figure 3. Studded tire wear on a concrete pavement (I-90 Spokane). ......................................... 3 Figure 4. Vicinity map of Contract 6757, Federal Way to S. 317th Street HOV Direct Access .. 8 Figure 5. Vicinity map of Contract 6883, Pierce Co. Line to Tukwila I/C–HOV–Stage 4. ........ 8 Figure 6. Map of the Pierce County Line and Federal Way projects. ......................................... 8 Figure 7. Wear measurement for the I-5 Federal Way Project. ................................................. 13 Figure 8. Wear measurements for the I-5 Pierce Co. Line Project. ........................................... 14 Figure 9. Wear measurements for the I-90 Combined Gradation Project. ................................ 16 Figure 10. Wear measurement for the I-90 Whitetopping Project. .............................................. 17 Figure 11. Wear measurements for the I-90 Argonne to Sullivan Project. .................................. 19 Figure 12. Wear measurements for the I-5 and I-90 projects. ..................................................... 20 Figure 13. Example of rapid wear from studded tires on a longitudinal tined pavement on
I-90, Sullivan to Barker, paved in 2011. Photo taken on 4/11/2012 after one winter of traffic. .................................................................................................. 22
Figure 14. Example of rapid wear from studded tires on a longitudinal tined pavement on I-90 near Cle Elum. Photo taken after one winter of wear. ................................. 23
Figure 15. Friction resistance data for I-5 Federal Way Project. ................................................. 25 Figure 16. Carpet drag texture on the I-5 Federal Way Project immediately after construction. 25 Figure 17. Friction resistance data for I-5 Pierce Co. Line Project. ............................................ 27 Figure 18. Carpet drag texture on the I-5 Pierce Co. Line Project. ............................................. 27 Figure 19. Longitudinal tining on the I-5 Pierce Co. Line Project. ............................................. 28 Figure 20. Close-up of the longitudinal tining on the I-5 Pierce Co. Line Project. ..................... 28 Figure 21. Friction resistance data for the I-90 Combined Gradation Project. ............................ 30 Figure 22. I-90 Combined Gradation project.. ............................................................................. 30 Figure 23. Friction resistance data for the I-90 Whitetopping Project. ....................................... 32 Figure 24. I-90 Whitetopping Project night photo of 3-inch section showing the absence of
texture. ....................................................................................................................... 32 Figure 25. Carpet drag construction on the I-90 Whitetopping Project. ...................................... 33 Figure 26. Friction resistance data for the I-90 Argonne to Sullivan Project. ............................. 34 Figure 27. Transverse tining on the left and carpet drag finish on the right from the Argonne
to Sullivan Project. .................................................................................................... 35 Figure 28. Ride measurements for the I-5 Federal Way Project. ................................................. 37 Figure 29. Ride data for the I-5 Pierce Co. Line Project. ............................................................ 38 Figure 30. Ride data for the I-90 Combined Gradation Project. .................................................. 40 Figure 31. Ride data for the I-90 Whitetopping Project. ............................................................. 41 Figure 32. Ride data for the I-90 Argonne to Sullivan Project. ................................................... 43 Figure 33. Noise measurements for the carpet drag textured lanes and the conventional
diamond ground existing pavement on the I-5 Federal Way Project. ......................... 44 Figure 34. Sound intensity level data for I-5 Pierce Co. Line Project. ........................................ 45
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List of Tables
Table 1. Experimental features on mitigation of studded tire wear on concrete pavements. ...... 6 Table 2. I-5 Federal Way Project mix design 15650AS. ............................................................. 9 Table 3. I-5 Pierce Co. Line Project mix design 15700AS. ....................................................... 10 Table 4. Wear measurements for the I-5 Federal Way Project. ................................................. 12 Table 5. Wear measurements for the I-5 Pierce Co. Line Project. ............................................ 14 Table 6. Wear measurements for I-90 Combined Gradation Project. ........................................ 15 Table 7. Wear measurements for I-90 Whitetopping Project. ................................................... 16 Table 8. Wear measurements for the I-90 Argonne to Sullivan Project. ................................... 18 Table 9. Summary of wear measurements from all projects. .................................................... 20 Table 10. Friction results for the I-5 Federal Way Project. ......................................................... 24 Table 11. Friction resistance data for Pierce Co. Line Project. ................................................... 26 Table 12. Friction resistance data for I-90 Combined Gradation Project with transverse
tined texture. ............................................................................................................... 29 Table 13. Friction resistance data for I-90 Whitetopping Project with carpet drag texture. ........ 31 Table 14. Friction resistance data for I-90 Argonne to Sullivan Project. .................................... 34 Table 15. WSDOT WSPMS ride rating scale. ............................................................................. 35 Table 16. Ride data for the I-5 Federal Way Project. .................................................................. 36 Table 17. Ride data for the I-5 Pierce Co. Line Project. .............................................................. 38 Table 18. Ride data for the Combined Gradation Project. ........................................................... 39 Table 19. Ride data for the I-90 Whitetopping Project. ............................................................... 41 Table 20. Ride data for the I-90 Argonne to Sullivan Project. .................................................... 42 Table 21. Range of noise measurement readings for various concrete surface textures.
(Scofield 2009)............................................................................................................ 46
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Introduction Washington State Department of Transportation’s (WSDOT) concrete pavement
construction program has been relatively small since the completion of the Interstate system in
the 1960’s and early 1970’s. Many of these pavements are now reaching the end of their useful
lives and are being programmed for reconstruction. It is essential that the best possible materials
and construction practices be used in order to ensure pavement service lives of 50 years or
longer. This has led to the development of a number of experimental features that have been
incorporated into construction projects to evaluate various innovative materials or construction
practices that may provide better performance, especially pavements that are more resistant to
studded tire wear. Washington is one of the three states in the western part of the United States
that experience a lot of studded tire usage during the winter months, the other two being Oregon
and Alaska. This report describes the performance of two projects constructed with carpet drag
and longitudinal tined texture used as an alternative to transverse tined texture with the goal of
finding a method of texturing that may result in a pavement more resistant to studded tire wear,
and equal to or better than transverse tined pavement in frictional properties and tire/pavement
noise generation.
Studded Tire Wear Wear on concrete pavements in the state of Washington is due primarily to studded tires
which are legal between November 1 and March 31. The damage from studded tires ranges from
a slight dishing of the pavement in the wheel paths to ruts that are over 1/2 inch deep. Figure 1
shows a concrete pavement that was constructed in 1995 on SR 395 just south of Interstate 90
near Ritzville. At the time of this photo, this pavement had been in service for seven years. The
traffic on this route is approximately 6,800 vehicles per day. The transverse tining in the wheel
paths has been completely worn away due to studded tires (note that the tining is still visible on
either side of the wheel paths).
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Figure 1. Concrete pavement on SR-395 south of Interstate 90 interchange at Ritzville.
Figure 2 shows a 13 year old concrete pavement located on Interstate 45 in Houston,
Texas. Note the clear pattern of tine marks across the entire width of the lane. The traffic on this
section is 178,000 vehicles per day. Studded tires are legal in Texas, however, the mild climate
in Texas does not typically warrant their use. The damaging effects of studded tires is clearly
observable in this comparison which is made even more dramatic when considering that the
Texas pavement has received more than 26 times the daily traffic volume (178,000 versus 6,800)
and has been in service for almost twice the number of years (thirteen years versus seven years)
as the pavement on SR 395.
Tining
Tining worn away
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Figure 2. Concrete pavement on Interstate 45 in Houston, Texas after thirteen years of traffic.
An even more dramatic example of studded tire wear is shown in Figure 3. The wear has
formed 1/2 inch deep ruts in the concrete pavement. This type of rutting is especially prevalent
in the Spokane urban area, which has the highest use of studded tires in the entire state.
Figure 3. Studded tire wear on a concrete pavement (I-90 Spokane).
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Studded Tire Wear Mitigation Projects A series of experimental features have been built in both Eastern and Western
Washington (Table 1) using various strategies to try and reduce the type of wear noted
previously. The subject of this report are the two Western Washington projects on I-5, Federal
Way to S. 317th Street HOV Direct Access, and Pierce County Line to Tukwila I/C – HOV –
Stage 4, hereafter referred to as the Federal Way Project and the Pierce Co. Line Project,
respectively. The first project was built using carpet drag instead of transverse tining. The
second project used carpet drag in lieu the transverse tining but also incorporated short sections
of longitudinal tining and transverse tining.
The performance of the two I-5 projects is contrasted with the performance of three
Eastern Washington projects. The projects in Eastern Washington are all on I-90 in the Spokane
urban area. The first project is Sprague Avenue I/C Phase III completed in 2001. This project
constructed westbound lanes between Milepost (MP) 284.00 and MP 287.00 using a combined
aggregate gradation to see if a different aggregate structure would reduce studded tire wear. It is
compared to a project constructed a year earlier on the eastbound lanes at the same mileposts
using the WSDOT’s standard aggregate gradation. The WSDOT 650 psi flexural strength mix
design was used for both projects as was transverse tined texture. The study concluded that the
combined aggregate gradation provided no measurable improvement in the resistance of the
pavement to studded tire wear. This project is hereafter referred to as the Combined Gradation
Project.
The second project, Sullivan Road to Idaho State Line, was completed in 2003. Various
pavement treatments were installed on an HMA pavement to mitigate deep rutting from studded
tires. The pavement treatments included micro/macro resurfacing, modified Class D HMA,
whitetopping, and standard Class ½ inch Superpave HMA. The whitetopping was the treatment
of interest on this project. Sections with 3-inch, 4-inch, and 5-inch thick fiber reinforced
concrete were placed in the westbound travel lane between MP 293.20 and 293.53 with each
section about 600 feet in length. The flexural strength requirement for the mix design (see
Appendix A) was increased from 650 psi to 800 psi. Polypropylene fibers were incorporated
into the mix at the rate of 3 pounds per cubic yard to provide extra strength and hold any cracks
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together that might form as a result of the much thinner pavement section. The mix design for
this project was similar to the 800 psi flexural strength design used on the third project on I-90,
Argonne Road to Sullivan Road. The whitetopping was finished with a very light carpet drag
texture. The whitetopping sections with the higher flexural strength mix design did not prove to
be any more resistant to studded tire wear than our conventional concrete pavement. This project
is hereafter referred to as the Whitetopping Project.
The third project, Argonne Road to Sullivan Road, was completed in 2005. This project
was built primarily with a higher flexural strength mix but it also included short sections with
650 psi flexural strength mix, 650 psi mix with concrete hardener additive and mix with high
cement content, all designed to potentially mitigate studded tire wear. The mixes used were:
• 650 psi flexural strength with both carpet drag and transverse tined texture
• 650 psi flexural strength with Hard-Cem additive with carpet drag texture
• 800 psi flexural strength with both carpet drag and transverse tined texture
• 925 lbs/cy yard cement content with carpet drag texture
The eastbound lanes were opened to traffic in 2004 and the westbound in 2005. The 650
psi mix designs used on the Argonne Road to Sullivan Road project were similar in many ways
to the mix designs used on I-5. Carpet drag texture was applied to most of the project with the
exception of two short sections of transverse tined texture. The study concluded that higher
flexural strength, concrete hardeners, and higher cement contents do not make pavements more
resistant to studded tire wear than our conventional 650 psi mix pavements. This project is
hereafter referred to as the Argonne to Sullivan Project.
Final or post-construction reports are available for these five projects by clicking on their
titles in Table 1. Comparisons of the mix designs and aggregates from the I-5 and I-90 projects
are found in Appendix A.
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Table 1. Experimental features on mitigation of studded tire wear on concrete pavements.
Texture Used Title Location
Transverse Tining Combined Aggregate Gradation as a Method for Mitigating Studded Tire Wear on PCCP, Final Report
I-90, Sprague Ave I/C Phase III, C6947
Carpet Drag Wear Resistant Pavement Study, Final Report I-90, Sullivan Road to Idaho State Line, C6582
Carpet Drag, Transverse Tining Studded Tire Wear Resistance of PCC Pavements I-90, Argonne Road to Sullivan
Road, C6620
Carpet Drag Performance of a Portland Cement Concrete Pavement with Carpet Drag Texture, Post-Construction Report
I-5, Federal Way to S. 317th Street HOV Direct Access, C6757
Carpet Drag, Longitudinal and
Transverse Tining
Performance of a Portland Cement Concrete Pavement with Longitudinal Tining, Transverse Tining and Carpet Drag Finish, Post-Construction Report
I-5, Pierce Co. Line to Tukwila I/C - Stage 4, C6883
Studded tire wear mitigation is only one of the issues addressed in this study. Data on
friction resistance, pavement smoothness and noise are also collected and analyzed. The Federal
Highway Administration required that transverse tining be used on all concrete pavements,
unless a State can demonstrate that another texture can provide the frictional properties necessary
for safe travel by all vehicles. (FHWA now allows other types of textures if a State can provide
the proof as noted previously). Poorly constructed transverse tined texture can be detrimental to
the riding quality of a pavement. The projects on I-5 and I-90 will be used to demonstrate that
carpet drag and longitudinal tined texture have acceptable friction properties and ride quality as
constructed and over time.
Finally, the Federal Highway Administration has a program that would allow states to use
quieter pavements as acceptable noise mitigation treatments if the states can demonstrate that the
pavement maintains its noise quieting properties over time. Transverse tined texture can be
detrimental to the tire/pavement noise level of a newly finished concrete pavement, especially if
the texture is too deep or non-uniform. Noise level data from the I-5 projects will be used to
develop a database of information on the noise properties of concrete pavements with various
surface textures.
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In summary, the objectives of this study are to:
• Determine if carpet drag and longitudinal tined textures are more resistant to studded tire wear than transverse tined texture, and to
• Determine if the friction properties of concrete pavement with carpet drag finish and longitudinal tining is equal to or better than pavement with transverse tined texture, and to
• Determine if concrete pavements with carpet drag and longitudinal tined textures have acceptable ride quality and maintain that quality over time.
• Provide tire/pavement noise data for future use in the search for concrete pavements that
are quieter than pavements with transverse tined texture.
I-5 Project Descriptions The two study projects are located adjacent to one another on I-5 in the vicinity of
Federal Way, Washington (Figures 4 and 5). The Federal Way Project reconstructed a short
section of the southbound lanes (0.61 miles) and added a median side HOV lane in both
directions. In addition, the outside 2 lanes of the existing concrete pavement were retrofitted with
dowel bars. All lanes of the existing concrete pavement were diamond ground to provide a
uniform transverse profile. The Pierce Co. Line Project added an HOV lane in each direction,
retrofitted the outside two lanes with dowel bars, and diamond ground the existing concrete
pavement to a uniform transverse profile. The configuration of the added lanes and paving limits
for both projects are shown in Figure 6.
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Figure 4. Vicinity map of Contract 6757, Federal Way to S. 317th Street HOV Direct Access
Figure 5. Vicinity map of Contract 6883, Pierce Co. Line to Tukwila I/C–HOV–Stage 4.
Figure 6. Map of the Pierce County Line and Federal Way projects.
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I-5 Projects Construction Detailed information on the construction of the two I-5 projects is contained in the post-
construction reports available by clicking on the links in Table 1. Below is a brief description of
the construction process.
Mix Designs
ICON Materials, Tukwila, Washington was the prime contractor on both projects with
Salinas Construction of Everett, WA the subcontractor for the concrete paving. The concrete
supplier was Miles Sand and Gravel of Auburn, WA. The pavement design called for 13 inches
of concrete over 4.2 inches of asphalt base over 4.2 inches of crushed surfacing. The crushed
surfacing was produced on the job site by recycling the existing concrete pavement. The
concrete mixes used were WSDOT standard specification 650 psi flexural strength designs
provided by the Contractor as summarized in Tables 2 and 3.
Table 2. I-5 Federal Way Project mix design 15650AS.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-II 423 3.15 Slag Lafarge I 141 2.83
Agg. Source 1 B-345 Class 2 1,090 2.65 Agg. Source 2 B-345 1-1/2” 510 2.70 Agg. Source 3 B-345 3/8” 590 2.71 Agg. Source 4 B-345 3/4” 1,075 2.71
Water 233 1.00 W/C Ratio 0.38
Water Reducer Master Builders Polyheed 997 23 oz/cy Air Entrainment Master Builders MB-AE-90 5-20 oz/cy
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Table 3. I-5 Pierce Co. Line Project mix design 15700AS.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-II 423 3.15 Slag Lafarge I 141 2.83
Agg. Source 1 B-345 Class 2 1,150 2.65 Agg. Source 2 B-345 1-1/2 490 2.70 Agg. Source 3 B-345 3/8” 560 2.69 Agg. Source 4 B-345 3/4” 1,050 2.70
Water 233 1.00 W/C Ratio 0.41
Water Reducer Degussa Polyheed 997 23 oz/cy Air Entrainment Degussa MB-AE-90 5-20 oz/cy
Paving
The Federal Way Project was paved in late May and early June, 2005 and on the
northbound HOV lane in early 2006. The paving on the Pierce Co. Line project started in April
of 2006 and was completed in July of that same year. The Federal Way project used carpet drag
texture for all of the paving as a result of a change order. The Pierce Co. Line project also used
carpet drag on the majority of the pavement but sections of longitudinal and transverse tining
were also included, once again, via a change order. A 500 foots section of transverse tining was
used on the northern end of each of the NB and SB HOV lanes. The longitudinal tining was used
on the NB lane for a distance of 3,000 feet south of the NB transverse tining section.
Carpet Drag Finish
The change orders for the addition of the carpet drag included requirements for depth of
texture measurements of the carpet drag finished pavement. The requirement followed
Minnesota Department of Transportation specifications which call for a depth of 1.0 mm using
the ASTM sand patch test. Testing on the Federal Way project found 78% of the tests passing
the 1.0 mm requirement, whereas on the Pierce Co. Line project the passing rate was only 41%.
No remedial action was taken due to the absence of a penalty requirement in the change order for
not meeting the depth requirement. Post-construction friction measurements averaged 54 for
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Federal Way and 48 for Pierce Co. Line indicating the low passing rate of the sand patch test did
not pose a safety problem.
It is important to note that the construction of a carpet drag finish is not a fool proof
process. The carpet imparting the texture is prone to wearing and clogging which results in
variations in the depth of the texture. The amount of weight placed on top of the carpet will also
result in variable depths of texture. The wetness or dryness of the concrete mix can also have an
influence on how easy or difficult it is for the carpet to imprint the surface with the proper
texture. This is not to say that the construction of either a longitudinal or transverse tined texture
is a simple process, however, the final product seems to be less prone to construction variables
than the carpet drag process.
Post-Construction Testing
Pavement Wear
The most important aspect of this study is to determine if the change in finishing methods
had any positive effect on the amount of studded tire wear on the I-5 projects. Secondarily, how
does the amount of wear on the I-5 projects compare to the wear experienced on the I-90
Spokane urban area projects?
I-5 Federal Way Project
Wear measurements from the I-5 Federal Way Project are summarized in Table 4 and
shown graphically in Figure 7. The wear readings in Table 4 support the conclusion that there is
very little, if any; wear occurring on any of the lanes on the project. There is a trend of higher
readings from Fall 2005 to Spring 2007, then some low readings for Fall 2007 and Spring 2008,
and then rather stable readings from there to the last reading in the Spring of 2011. The initial
higher reading might be the result of the measurement equipment reading the carpet drag texture
as wear. The two lower readings might be attributed to some problems with the measurement
equipment since they occur in every lane for both sets of readings. In both cases it is pure
speculation to assign a cause for the seemingly anomalous readings. The greatest amount of
wear is being shown in outside Lanes 2 and 3 and the least amount in the inside HOV lanes
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This may also be an indication of the amount of traffic in each lane, or it may be the way the
lanes were constructed since the rut depth measurement does not change over time for any of the
lanes. The important fact is that the amount of wear in any of the lanes (end rut depth minus
beginning rut depth) is less than 1.0 mm over the five to six year measurement period. The
maximum rut depth ranges from 1.8 to 2.8 mm for all of the lanes with an average of 2.2 mm (a
little over a 16th of an inch).
Table 4. Wear measurements for the I-5 Federal Way Project.
Dir/ Lane
Wear (mm) F
2005 S
2006 F
2006 F
2007 S
2008 F
2008 S
2009 F
2009 S
2010 F
2010 S
2011 F
2011 SB L2 3.7 2.5 2.2 2.1 2.1 2.7 2.6 2.5 2.5 2.6 2.7 2.6
SB L3 2.9 2.4 2.4 1.9 1.9 3.1 2.7 2.4 2.7 2.7 2.8 2.8
SB L4 2.4 2.6 2.6 1.7 1.5 2.4 2.0 1.8 1.9 1.8 1.9 2.0
SB HOV 2.3 2.3 2.3 1.6 1.8 2.1 1.9 2.0 1.9 2.0 1.9 2.0
Age (yr.) 0.3 0.8 1.3 2.3 2.8 3.3 3.8 4.4 4.9 5.3 5.8 6.3
NB HOV - - - 1.5 1.5 2.0 1.9 1.7 1.8 1.8 1.8 1.8
Age (yr.) - - - 1.3 1.8 2.3 2.8 3.4 3.9 4.3 4.8 5.3
Note: F is Fall, S is Spring. The colors of the sections in the table match the colors in the Figure 7 bar chart. Lane 1 was not included in the study because construction traffic control inhibited data collection throughout the early years of the study period.
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Figure 7. Wear measurement for the I-5 Federal Way Project.
I-5 Pierce Co. Line Project
Wear measurements for the Pierce Co. Line Project are summarized in Table 5 and
shown graphically in Figure 8. The various finishing types show very little or no wear after five
years of traffic. As with the Federal Way Project, some of the initial readings go up and down,
but from the Spring 2009 readings to the Fall 2011 there is virtually no change in wear for any of
the sections. The amount of wear over the five year evaluation (F 2011 rut depth minus F 2006
rut depth) is less than 1.0 mm for all of the lanes. The maximum depth of rutting ranges from
2.0 to 2.8 mm with an average of 2.5 mm (3/32 inch) at the end of the evaluation.
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Table 5. Wear measurements for the I-5 Pierce Co. Line Project.
Section Wear (mm)
F 2006
S 2007
F 2007
S 2008
F 2008
S 2009
F 2009
S 2010
F 2010
S 2011
F 2011
Transverse Tining NB 1.8 1.5 1.4 1.7 2.1 2.0 1.9 2.1 2.0 1.7 2.0 Longitudinal Tining NB 1.7 1.6 1.7 1.7 2.4 2.2 2.1 2.2 2.1 2.1 2.4
Carpet Drag NB 2.7 2.3 2.3 2.4 3.3 1.9 2.7 2.9 2.8 2.9 2.7 Transverse Tining SB 2.5 1.9 2.3 2.4 2.8 2.8 2.7 2.8 3.0 3.0 2.8
Carpet Drag SB 2.0 2.3 2.0 2.2 2.9 2.7 2.4 2.6 2.6 2.8 2.7 Age (yr.) 0.2 0.8 1.2 1.6 2.2 2.6 3.2 3.7 4.1 4.6 5.1
Note: F is Fall, S is Spring. The colors of the sections in the table match the bars in Figure 8.
Figure 8. Wear measurements for the I-5 Pierce Co. Line Project.
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May 2012 15
I-90 Combined Aggregate Project
The pavement wear data is much different for the Spokane I-90 projects. The wear
measurements for the Combined Aggregate project are listed in Table 6 and shown graphically in
Figure 9. The measurements on the combined gradation lanes which are one year newer than the
standard lanes have been adjusted by moving the combined gradation data so that the ages of the
two sections are equal. The increased wear with age is very evident for both the standard and
combined aggregate gradation lanes. It is also evident that Lane 2 (dark yellow and dark green
cells) receives more traffic than Lane 3 (light yellow and light green cells). The amount of wear
recorded in the monitoring period ranged from 1.6 to 6.8 mm (year 8 rut depth minus year 4 rut
depth). The total rut depth ranged from 5.8 to 9.2 mm with the average being 7.7 mm (about
5/16 inch). This is an average wear rate of one millimeter per year. Data for the older standard
gradation section was collected up to the ninth year after construction. The ninth year data
showed rut depths of 8.0 mm for Lane 3 and 11.9 mm for Lane 2, again indicating increased
wear with age.
Table 6. Wear measurements for I-90 Combined Gradation Project. Section Rut Depth (mm)
Standard Lane 2 2.4 5.3 6.7 6.4 7.6 8.0 4.6 8.1 9.2 Standard Lane 3 1.5 3.9 4.8 4.5 5.2 5.7 6.7 5.4 6.0 Combined Lane 2 5.1 4.8 6.0 5.9 8.0 6.8 7.7 8.4 9.8 Combined Lane 3 4.2 3.5 3.9 4.5 6.0 4.2 4.7 5.9 5.8
Age (yr.) 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 Note: The colors of the sections in the table match the bars in Figure 9.
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May 2012 16
Figure 9. Wear measurements for the I-90 Combined Gradation Project. I-90 Whitetopping Project
The pavement wear data for the Whitetopping Project are listed in Table 7 and shown
graphically in Figure 10. The increase in wear over the seven year evaluation period is very
noticeable for all of the whitetopping sections. The amount of wear (S 2010 rut depth minus S
2004 rut depth) ranged from 5.2 to 7.6 mm for the seven-year monitoring period. The total rut
depth ranges from 8.9 to 9.5 mm at the end of the evaluation with an average of 9.2 mm (about
3/8 inch).
Table 7. Wear measurements for I-90 Whitetopping Project.
Section S 2004
F 2004
S 2005
S 2006
F 2006
F 2007
S 2008
F 2008
S 2009
S 2010
3-Inch 2.4 3.4 4.1 4.7 5.0 7.6 6.9 7.9 9.1 9.5 4-Inch 1.8 2.9 3.6 3.9 4.4 5.0 6.2 6.8 8.1 9.4 5-Inch 3.7 2.9 3.5 3.9 4.1 5.4 5.7 6.8 7.8 8.9
Age (yr.) 0.75 1.25 1.92 2.75 3.26 4.25 4.75 5.25 5.75 7.00 Note: F is Fall, S is Spring. The colors of the sections in the table match the bars in Figure 10.
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May 2012 17
Figure 10. Wear measurement for the I-90 Whitetopping Project.
Two asphalt sections were also constructed along with the whitetopping that were
intended to provide some mitigation for studded tire wear. They including micro/macro
resurfacing and modified Class D HMA. The modified Class D was installed in the passing lane
next to the whitetopping section. The micro/macro surfacing was installed on both of the
westbound lanes a short distance east of the whitetopping and Modified Class D HMA
installation. The remainder of the project was paved with standard Class 1/2 inch HMA. Final
average rut depths for the Spring 2009 measurements* were:
1. Micro/macro resurfacing - 27.6 mm (over 1 inch)
2. Modified Class D HMA - 11.1 mm (7/16 inch)
3. Class 1/2 inch HMA – 11.1 mm (7/16 inch)
The whitetopping at an average rut depth of 9.2 mm outperformed the asphalt alternatives
although at a much higher cost.
* Spring 2009 was the last measurement that included all of the asphalt and whitetopping sections.
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I-90 Argonne To Sullivan Project
The pavement wear for Argonne Road to Sullivan Road are listed in Table 8 and shown
graphically in Figure 11. The initial wear measurements are in the same range as the I-5 projects
with values from 2.4 to 3.5 mm (Table 4 and 5). The three sections with 650 mix designs all had
4.8 mm of wear at the most recent measurement in April of 2011. The higher flexural strength
sections and the section with 925 lbs/cy cement content showed the most wear. The short
sections with tined texture did not have any more or any less wear than the sections with carpet
drag texture. The amount of wear (S 2011 reading minus S 2006 reading) for all of the sections
ranged from 1.7 to 2.6 millimeters for the five to six year monitoring period. At the end of the
period, the total wear ranged from 4.7 to 5.3 mm with an average of 5.0 mm (about 3/16 inch).
Table 8. Wear measurements for the I-90 Argonne to Sullivan Project.
Section Wear (mm)
S 2006
F 2006
F 2007
S 2008
F 2008
S 2009
F 2009
S 2010
F 2010
S 2011
650 psi CD 2.4 2.8 2.5 2.7 3.2 3.9 3.6 4.4 3.8 4.8 650 psi HC CD 2.4 2.5 2.1 2.6 3.2 3.8 3.6 4.4 4.1 4.8 650 psi TT 3.1 3.7 2.3 2.9 3.2 3.4 3.8 4.2 3.2 4.8 800 psi CD 2.6 2.5 2.3 2.9 3.3 3.9 3.9 4.1 4.1 4.7 800 psi TT 3.5 2.9 4.6 5.0 6.0 7.4 7.0 8.0 6.5 5.1
Age (yr.) 1.5 2.0 3.0 3.5 4.0 4.5 5.1 5.6 6.1 6.5 800 psi CD 3.2 3.1 2.9 3.4 3.9 4.4 4.5 5.0 5.0 5.3 925 lbs/cy CD 2.7 2.6 3.2 3.5 4.2 4.6 5.0 5.1 5.5 5.3
Age (yr.) 0.4 0.9 1.9 2.4 2.9 3.4 4.0 4.5 5.0 5.4 Note: F is Fall, S is Spring, CD is carpet drag, HC is Hard-Cem, TT is transverse tined. The colors of the sections in the table match the bars in Figure 11.
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May 2012 19
Figure 11. Wear measurements for the I-90 Argonne to Sullivan Project.
Discussion of Pavement Wear
Table 9 summarizes the pavement wear measurements and Figure 12 is a plot of the
average depth of wear over time for each of the five projects. The table shows the amount of
wear, range of rutting depth, and average depth of rutting at a pavement age of five years for
each of the projects. The wear per section or lane for the two I-5 projects is less than one
millimeter at the age of five years. The depth of rutting for both projects at the end five years
ranged between 1.8 and 2.8 mm with an average of 2.2 to 2.5 mm. The absence of wear for the
two I-5 projects is demonstrated by the flat lines (green and brown) in Figure 12
The I-90 projects show a far different picture. After the first two years the readings
gradually increase each measurement period. At the end of their evaluation periods the amount
of wear at five years ranged from 0.0 to 5.5 mm. The depth of rutting for each of the three
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May 2012 20
projects ranged from 3.6 mm (1/8 inch) to 7.0 mm (9/32 inch). The rutting is also increasing
over time for each I-90 project as shown in Figure 12 (red, purple and blue lines).
Table 9. Summary of wear measurements from all projects.
Project Study (years)
Wear Per Section or
Lane (mm)
Rutting Depth Per Section or
Lane (mm)
Average Depth of Rutting
(mm)
I-5, Federal Way to S. 317th Street 5 0.0 to 0.8 1.8 to 2.7 2.2 I-5, Pierce Co. Line to Tukwila 5 0.0 to 0.7 2.0 to 2.8 2.5 I-90, Combined Gradation Project 5 0.0 to 4.3 3.9 to 6.7 5.4 I-90, Whitetopping Project 5 3.1 to 5.5 6.8 to 4.9 7.2 I-90, Argonne Rd. to Sullivan Rd. 5 0.7 to 3.5 3.6 to 7.0 4.6
Figure 12. Wear measurements for the I-5 and I-90 projects.
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May 2012 21
The average daily traffic on I-5 is double the traffic on I-90 which would lead one to
believe that the I-5 project would have the higher amount of wear in the same five year time
period. However, the higher percentage of vehicles using studded tires in the Spokane area (see
excerpt below from a WSDOT whitepaper on studded tire wear) completely changes the wear
patterns for those projects located in the Spokane urban area. This is old data and therefore the
actual percentages of vehicles using studded tires is most likely inaccurate, however, it is
believed that Eastern Washington and especially the Spokane urban area still has a much higher
percentage of vehicles using studded tires than the Federal Way area.
A survey conducted by WSDOT during the winter of 1996-1997 revealed that, on average, 10 percent of passenger vehicles use studded tires in Western Washington and 32 percent of the vehicles use them in Eastern Washington. Of these locations, the survey indicated highest stud usage was observed in Spokane (56 percent), the lowest in Puyallup (6 percent). There are also differences in the materials used for the I-90 and I-5 projects. The quality of
the aggregates in the Puget Sound urban area has always been regarded as superior to most
aggregates found anywhere. The aggregates in the Spokane urban area are good, but do not
match the quality of the aggregates from Puget Sound. There are also probably some differences
in the quality of the portland cement used on the projects, however, these differences may not be
as important to the wearing quality of the pavement as are the aggregates which take the brunt of
the studded tire wear once surface cement is worn away.
In summary, the longitudinal tining and carpet drag finish textures are no better or no
worse than transverse tining texture with respect to wear from traffic that includes vehicles with
studded tires in either high concentrations (I-90) or low concentrations (I-5). In the case of I-90
it does not matter what type of texture is used because studded tires remove the texture within a
very short time (see Figures 13 and 14). In the case of the I-5 projects, all of the textures seem to
provide an equal resistance to the type of wear experienced on Western Washington pavements.
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May 2012 22
Figure 13. Example of rapid wear from studded tires on a longitudinal tined pavement on I-90, Sullivan to Barker, paved in 2011. Photo taken on 4/11/2012 after one winter of traffic.
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May 2012 23
Figure 14. Example of rapid wear from studded tires on a longitudinal tined pavement on I-90 near Cle Elum. Photo taken after one winter of wear.
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May 2012 24
Friction Resistance
Friction resistance is the next topic under consideration. The goal is to determine if the
friction resistance of the pavements with carpet drag and longitudinal tining is adequate and
comparable to pavements with transverse tined texture. The two I-5 projects will be examined
first followed by the three I-90 projects.
I-5 Federal Way Project
Friction resistance values for the Federal Way project are listed in Table 10 and shown
graphically in Figure 15. The initial average friction number (FN) for the carpet drag finish right
after construction was 53.3 with a range of values from 50.2 to 55.9. The friction numbers start
out in the low to middle 50’s and then drop off to the low to middle 40’s for most of the
evaluation period (Figure 15). The final measurements made in the spring of 2011 are lower than
previous measurements, but are still in the middle to upper 30’s and low 40’s (concern for low
friction numbers begins when they fall below 30 as marked on the bar chart with a red line). The
Federal Way project friction numbers are not of concern at present with only the occasional
value approaching the 30 threshold. Figure 16 is a photo taken during construction of the carpet
drag texture.
Table 10. Friction results for the I-5 Federal Way Project.
Dir/Lane Friction (FN)
F 2005
F 2006*
S 2007
F 2007
S 2008
F 2008
S 2009
F 2009
F 2010
S 2011
F 2011
SB L2 56 30 47 39 42 32 38 41 41 34 31 SB L3 52 34 45 43 40 35 42 43 47 38 38 SB L4 50 39 44 43 41 41 42 44 43 37 38
SB HOV 56 41 43 47 40 41 44 46 49 40 42 NB HOV - - 47 48 43 43 46 46 49 41 44 Average 54 36 45 44 41 38 42 44 46 38 39
Note: F is for Fall and S is for Spring. The colors of the sections in the table match the bars in Figure 13. * The readings for Fall 2006 are suspect due to problems with the testing equipment.
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May 2012 25
Figure 15. Friction resistance data for I-5 Federal Way Project.
Figure 16. Carpet drag texture on the I-5 Federal Way Project immediately after construction.
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May 2012 26
I-5 Pierce Co. Line Project
The friction numbers for the Pierce Co. Line project are listed in Table 11 and shown
graphically in Figure 17. The values range from the low 40’s to low 50’s after construction to
their present values in the upper 40’s and low 50’s. None of the results approached the FN 30
red line in spite of the fact that only 41% (see page 10 of this report) of the sand patch tests
achieved the desired 1.0 mm depth of texture. There also was not a lot of change in the values
throughout the evaluation period. The longitudinal tined section has generally the highest
friction number for each measurement period, although the values for each type of finishing
method go up and down throughout the 5-year evaluation period. Figure 18 is a photo of the
carpet drag finish and Figures 19 and 20 the longitudinal tining texture immediately after
construction.
Table 11. Friction resistance data for Pierce Co. Line Project.
Section Friction Resistance (FN)
F 2006
S 2007
F 2007
S 2008
F 2008
S 2009
F 2009
F 2010
S 2011
F 2011
Transverse Tining NB 44 44 50 48 45 51 54 56 45 48 Longitudinal Tining NB 43 53 52 51 49 53 53 53 50 51
Carpet Drag NB 51 49 49 49 46 52 52 52 50 50 Transverse Tining SB 51 50 52 45 47 49 52 51 46 45
Carpet Drag SB 50 50 51 49 47 54 51 50 47 49 Average 48 49 51 48 47 52 52 52 48 49
Note: F is for Fall, S for Spring. The colors of the sections in the table match the bars in Figure 15.
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May 2012 27
Figure 17. Friction resistance data for I-5 Pierce Co. Line Project.
Figure 18. Carpet drag texture on the I-5 Pierce Co. Line Project.
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May 2012 28
Figure 19. Longitudinal tining on the I-5 Pierce Co. Line Project.
Figure 20. Close-up of the longitudinal tining on the I-5 Pierce Co. Line Project.
In summary, the friction data from both I-5 projects indicates that the carpet drag and
longitudinal tined texture do not pose any risk with regard to providing sufficient friction
Experimental Feature Report ____________________________________________________________
May 2012 29
resistance for vehicles. The sections with carpet drag and transverse tining tended to have
somewhat lower friction numbers then the longitudinal tined section.
I-90 Combined Gradation Project
The friction data for the I-90 Combined Gradation project is listed in Table 12 and shown
graphically in Figure 21. Friction data was not collected immediately after construction on these
sections which were built in 2000 and 2001. It is assumed that by the Spring 2005 measurement
all of the transverse tined texture would have been removed from the wheel paths given the
history of heavy studded tire use in the Spokane area. The data reflects a pavement with no
texture and the friction numbers are very good with no individual values even approaching the
level (FN 30) below which there is a safety concern. Figure 22 is a photo of the center lane
showing the absence of texture and the rutting from studded tires.
Table 12. Friction resistance data for I-90 Combined Gradation Project with transverse tined texture.
Section Friction Resistance (FN)
S 2005
S 2006
F 2006
S 2007
F 2007
S 2008
F 2008
S 2009
Standard Gradation Lane 2 39 38 35 43 36 44 36 42 Standard Gradation Lane 3 38 39 38 42 39 43 39 42 Combined Gradation Lane 2 41 38 35 43 37 44 37 43 Combined Gradation Lane 3 42 41 38 43 39 44 40 45
Average 40 39 37 43 38 44 38 43 Note: F is for Fall, S for Spring. The colors of the sections in the table match the bars in Figure 19.
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May 2012 30
Figure 21. Friction resistance data for the I-90 Combined Gradation Project.
Figure 22. I-90 Combined Gradation project.
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I-90 Whitetopping Project
The friction data for the I-90 Whitetopping Project is listed in Table 13 and shown
graphically in Figure 23. There was no testing of the project right after construction, however,
the photos from the construction of the pavement (Figures 24 and 25) show that the carpet drag
texture was not very deep. The data that was collected beginning in 2006 do not indicate that
friction resistance is an issue on this project. The friction numbers range from the low 30’s to
the middle 40’s with only a few values falling below 30.
Table 13. Friction resistance data for I-90 Whitetopping Project with carpet drag texture.
Section Friction Resistance (FN)
S 2004
F 2004
S 2005
S 2006
F 2006
F 2007
S 2008
F 2008
S 2009
S 2010
3-Inch - - - 37 32 45 36 44 32 46 4-Inch - - - 36 30 46 35 43 32 44 5-Inch - - - 38 31 45 35 52 32 43
Average - - - 37 31 45 35 46 32 44 Note: F is for Fall, S for Spring. The colors of the sections in the table match the bars in Figure 21.
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May 2012 32
Figure 23. Friction resistance data for the I-90 Whitetopping Project.
Figure 24. I-90 Whitetopping Project night photo of 3-inch section showing the absence of texture.
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May 2012 33
Figure 25. Carpet drag construction on the I-90 Whitetopping Project.
I-90 Argonne to Sullivan Project
The friction data for the Argonne to Sullivan project are listed in Table 14 and shown
graphically in Figure 26. The contract specifications for this project did not specify a depth of
texture or require any sand patch testing; however, informational sand patch testing was
performed. None of the tests approach the 1.0 mm depth as specified on the two I-5 projects (see
post-construction report links on page 6, Table 1). The lack of suitable texture on the project is
shown in the Figure 27. This accounts for the lower readings right after construction. However,
studded tire wear roughens the surface sufficiently to raise the friction values. After the initial
few years, the friction values consistently range in the middle 30’s to middle 40’s. There does
not appear to be a problem with friction on any of the I-90 projects which used both transverse
tining and carpet drag as a finishing method.
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May 2012 34
Table 14. Friction resistance data for I-90 Argonne to Sullivan Project.
Section Friction Resistance (FN)
S 2006
F 2006
S 2007
F 2007
S 2008
F 2008
S 2009
F 2009
S 2010
F 2010
S 2011
650 psi CD 32 35 40 33 36 35 49 38 39 40 40 650 psi HC CD 31 33 35 32 37 33 43 37 38 39 39 650 psi TT 37 39 36 36 39 35 49 39 41 42 41 800 psi CD 35 37 40 35 40 35 42 39 39 40 39 800 psi TT 36 42 46 38 41 38 43 40 42 41 39 800 psi CD 33 35 39 34 39 35 40 39 37 38 38 925 lbs/cy CD 30 30 33 30 35 31 35 35 34 37 35
Average 33 36 38 34 38 35 43 38 39 40 39 Note: F is Fall, S is Spring, CD is carpet drag, HC is Hard-Cem, TT is transverse tined. The colors of the sections in the table match the bars in Figure 24.
Figure 26. Friction resistance data for the I-90 Argonne to Sullivan Project.
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May 2012 35
Figure 27. Transverse tining on the left and carpet drag finish on the right from the Argonne to Sullivan Project.
Ride
Pavement riding characteristics or smoothness is one of the issues of interest for the
carpet drag and longitudinal tined sections of the I-5 projects. The ride quality will be evaluated
using the Washington State Pavement Management System (WSPMS) rating scale noted in
Table 15. International Roughness Index (IRI) is a standardized roughness measurement
developed by the World Bank in the 1980s. IRI is a measurement of the longitudinal profile of a
roadway based on a quarter-car model.
Table 15. WSDOT WSPMS ride rating scale. Rating IRI (inches/mile)
Very Good <= 95 Good 95 – 170 Fair 170 - 220 Poor 220 - 320
Very Poor >320
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May 2012 36
I-5 Federal Way Project
The ride measurements for the Federal Way project are listed in Table 15 and plotted in
Figure 28. The ride values are very consistent for each lane throughout the five year monitoring
period. The three mainline lane values range from the high 70’s to low 90’s (Table 16) which
puts them in the “very good” range of the WSPMS rating scale. The HOV lane values are
somewhat higher with a range in values from the high 90’s to low 110’s putting them in the
“good” rating category. The ride values are relatively static as would be expected in a concrete
pavement. The poorer ride on the HOV lanes is the result of difficulties experienced by the
contractor in paving a median side HOV lane with limited room and adequate support for the
paving equipment. In addition, some of the pavement was placed by hand due to overhead
clearance issues that did not allow the use of a paving machine.
Table 16. Ride data for the I-5 Federal Way Project.
Dir/ Lane
Ride IRI (inches/mile)
F S F S F S F S F S F S F
2005 2006 2007 2008 2009 2010 2011
SB L2 - 83 75 82 84 90 78 83 85 80 84 88 86
SB L3 92 87 78 82 85 90 84 87 87 86 88 89 87
SB L4 84 83 77 77 82 85 80 81 79 81 81 81 81
SB HOV 92 103 99 101 102 107 100 102 101 103 102 103 102
NB HOV - - - - 110 115 109 110 103 111 115 114 103 Note: F is for Fall, S for Spring. The colors of the sections in the table match the bars in Figure 26.
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Figure 28. Ride measurements for the I-5 Federal Way Project.
I-5 Pierce Co. Line Project
The ride values for the Pierce Co. Line project are higher than the first project as shown
in Table 17 and Figure 29. The values are very consistent for each section throughout the
monitoring period. The transverse tined sections had the highest values (SB HOV) and lowest
values (NB HOV) with the other sections occupying the middle range of values. All of the
sections were in the “good” rating category. Again the ride values change very little over time.
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Table 17. Ride data for the I-5 Pierce Co. Line Project.
Section Ride IRI (inches/mile)
F 2006
S 2007
F 2007
S 2008
F 2008
S 2009
F 2009
S 2010
F 2010
S 2011
F 2011
Transverse Tining NB 107 101 108 113 109 114 108 110 111 106 110
Longitudinal Tining NB 126 123 124 126 123 121 121 123 127 126 121
Carpet Drag NB 115 114 120 122 117 110 120 120 122 122 122 Transverse Tining SB 144 133 136 131 125 133 135 141 145 143 129
Carpet Drag SB 112 114 118 120 115 118 117 119 121 122 120 Note: F is for Fall, S for Spring. The colors of the sections in the table match the bars in Figure 27.
Figure 29. Ride data for the I-5 Pierce Co. Line Project.
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May 2012 39
I-90 Combined Gradation Project
The ride values for the Combined Gradation project are in the same range as the I-5
Pierce Co. Line project as shown in Table 18 and Figure 30. The values are very consistent for
each lane throughout the monitoring period. All of the lanes were in the “good” rating category.
Again the ride values change very little over time.
Table 18. Ride data for the Combined Gradation Project.
Section Ride IRI (inches/mile)
S 2004
F 2004
S 2005
F 2005
S 2006
F 2006
S 2007
F 2007
S 2008
F 2008
S 2009
Standard Grad. L2 96 101 94 92 96 99 97 100 103 102 110 Standard Grad. L3 96 100 95 93 95 95 95 96 101 99 104 Combined Grad. L2 101 108 103 100 104 102 101 105 109 104 112 Combined Grad. L3 123 118 107 105 108 106 104 107 113 107 111
Average 104 107 100 98 101 101 99 102 107 103 109 Note: F is for Fall, S for Spring. The colors of the sections in the table match the bars in Figure 28.
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Figure 30. Ride data for the I-90 Combined Gradation Project.
I-90 Whitetopping Project
The ride values for the Whitetopping vary depending on the thickness of the section as
shown in Table 19 and Figure 31. It is interesting that the section with the thickest concrete has
the highest ride values and the most variation from measurement period to measurement period.
This project shows more variation over time than any other project. Warping and curling of the
thin concrete sections may be a contributing factor to this variation. The values for all three
sections range from the “very good” (3-inch) to the “good” (4 and 5-inch) rating category. One
additional note, the values for Spring 2004 do not appear to be valid, possibly due to problems
with the measurement equipment.
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Table 19. Ride data for the I-90 Whitetopping Project.
Section Ride IRI (inches/mile)
S 2004
F 2004
S 2005
S 2006
F 2006
F 2007
S 2008
F 2008
S 2009
Sum 2010
3-Inch 45 83 84 74 95 92 70 90 83 86 4-Inch 44 86 82 72 101 80 78 102 80 98 5-Inch 46 101 100 107 142 119 119 148 123 140
Average 45 90 89 84 113 97 89 113 92 108 Note: F is for Fall, S for Spring except for 2010. The colors of the sections in the table match the bars in Figure 29.
Figure 31. Ride data for the I-90 Whitetopping Project.
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May 2012 42
I-90 Argonne to Sullivan Project
The ride values for the Argonne to Sullivan project vary between the low 80’s and low
140’s as shown in Table 20 and Figure 32. The ride values for each section are fairly consistent
from one measurement period to the next indicating that the ride is not changing over time. The
bar chart confirms this observation as each colored bar varies slightly from one period to the
next, but staying are relatively the same level from Spring 2006 to Spring 2011. Four of the
sections were in the “very good” category (650 psi CD, 650 psi Hard-Cem, 650 psi Tined, and
800 psi CD) with the remaining three in the “good” category (800 psi Tined, 800 psi CD, and
925 lbs/cy CD).
Table 20. Ride data for the I-90 Argonne to Sullivan Project.
Section Ride IRI (inches/mile)
S 2006
F 2006
S 2007
F 2007
S 2008
F 2008
S 2009
F 2009
S 2010
F 2010
S 2011
650 psi CD 92 87 82 85 89 84 84 81 88 91 90 650 psi HC CD 90 93 90 91 98 87 96 90 96 96 83 650 psi TT 82 81 82 83 92 82 88 78 85 81 100 800 psi CD 94 93 91 93 97 90 93 90 93 93 95 800 psi TT 128 122 125 111 132 121 129 125 132 128 141 800 psi CD 107 99 98 99 109 97 93 98 99 101 102 925 lbs/cy CD 104 95 100 87 112 100 101 95 97 102 106
Average 100 96 95 93 104 94 98 94 99 99 102 Note: F is Fall, S is Spring, CD is carpet drag, HC is Hard-Cem, TT is transverse tined. The colors of the sections in the table match the bars in Figure 30.
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Figure 32. Ride data for the I-90 Argonne to Sullivan Project.
In summary, the ride data indicates that the projects on I-5 are in the “good” to “very
good” range and are not deteriorating over the 5-year evaluation period. The three I-90 projects
also ranked in the “good” to “very good” category and are not deteriorating over the evaluation
period of each project.
Noise
Noise measurements were taken on both of the projects to provide data to compare to
other projects within the state and nationally. On-Board Sound Intensity (OBSI) measurements
for the carpet drag textured new concrete and the conventional diamond ground (CDG) existing
concrete for the Federal Way Project are shown in Figure 33. The value shown in the bar chart
for the carpet drag section is the average of three measurements which ranged from 102.1 to
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May 2012 44
102.9. The reading for the CDG concrete is also the average of three readings that ranged from
104.7 to 105.3 decibels.
Figure 33. Noise measurements for the carpet drag textured lanes and the conventional diamond ground existing pavement on the I-5 Federal Way Project.
These results are similar to the noise measurements made on the Pierce County Line
project where the carpet drag texture readings ranged from 102.6 to 102.9 decibels (Figure 34).
The longitudinal and transverse tined sections had results in the same range (102.7 to 102.9
decibels).
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May 2012 45
Figure 34. Sound intensity level data for I-5 Pierce Co. Line Project.
The noise readings on both projects are encouraging based on the values reported in the
literature published by the American Concrete Paving Association (ACPA) (Table 21, Scofield
2009). The range of values for the three textures (102.4 to 102.9 decibel) measured by WSDOT
are consistent with ACPA’s longitudinal tining measurements and just below their quietest
transversely tined concrete measurements. The carpet drag texture was not measured by ACPA
but WSDOT measurements were within the range of ACPA’s longitudinal tining and
conventional diamond grinding measurements and quieter than their transversely tined concrete.
Experimental Feature Report ____________________________________________________________
May 2012 46
Table 21. Range of noise measurement readings for various concrete surface textures. (Scofield 2009)
Texture Range of OBSI Readings
(Decibels, dBA) Transverse Tining 103-110
Longitudinal Tining 101-106 Conventional Diamond Grinding 100-104
Next Generation Concrete Surface 99-101
Summary
The most interesting aspect of the two I-5 projects is the almost non-existence of wear on
the pavement no matter what type of texture was applied to the concrete. This is in stark contrast
to projects constructed on I-90 in Spokane with both carpet drag and transverse tined textures.
The Spokane projects have a range of five to almost ten mm ruts from studded tire wear. The
following facts can be stated concerning the performance of the five projects.
• The pavement wear (final rut measurement minus initial rut measurement) on the two I-5 projects is less than one millimeter for the five to six year monitoring period.
• The friction numbers on the two I-5 projects are very good and have remained at the same level over the monitoring period.
• The ride on the two I-5 projects and three I-90 projects is “good” to “very good” and has not deteriorated over the various monitoring periods.
• The noise measurements on the carpet drag texture are in the range normally cited for either conventional diamond ground or longitudinal tined pavements.
• The pavement wear (final rut measurement minus initial rut measurement) on the three I-90 projects ranged from 1.6 to 7.6 mm for the five to seven year monitoring period.
• The transverse tining and carpet drag textured concrete pavement was equally susceptible to studded tire wear on the three I-90 projects.
Experimental Feature Report ____________________________________________________________
May 2012 47
Conclusions The following conclusions can be drawn from the study:
• Carpet drag and longitudinal tining are acceptable alternatives methods of texturing to transverse tining for concrete pavements based on wear resistance, friction resistance, riding quality and acceptable noise level.
• There are no texturing techniques or mix designs that will produce a concrete pavement that is resistant to wear from traffic with a high percentage of studded tires.
References Scofield, Larry (2009) “Transportation Noise and Concrete Pavements – Using Concrete
Pavements as the Noise Solution”, American Concrete Paving Association, May 2009.
Experimental Feature Report ____________________________________________________________
May 2012 48
Appendix A I-5 and I-90 Mix Designs
Experimental Feature Report ____________________________________________________________
May 2012 49
This is a summary of the mix designs used on the two I-5 projects and the two I-90 projects discussed in this report. A discussion of the hardness characteristics of the aggregates used on the four projects follows the mix design information. I-5 Federal Way Project Only one mix design was used for all of the paving on the first project, Federal Way to S.317th Street HOV Direct Access project on I-5.
Mix design 15650AS.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-II 423 3.15 Slag Lafarge I 141 2.83
Agg. Source 1 B-345 Class 2 1,090 2.65 Agg. Source 2 B-345 1-1/2” 510 2.70 Agg. Source 3 B-345 3/8” 590 2.71 Agg. Source 4 B-345 ¾” 1,075 2.71
Water 233 1.00 W/C Ratio 0.38
Water Reducer Master Builders Polyheed 997 23 oz/cy Air Entrainment Master Builders MB-AE-90 5-20 oz/cy
I-5 Pierce Co. Line Project Only one mix design was used for the second project, Pierce County Line to Tukwila I/C – HOV - Stage 4. The only change from the first project was in the amounts of the various aggregates.
Mix design 15700AS.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-II 423 3.15 Slag Lafarge I 141 2.83
Agg. Source 1 B-345 Class 2 1,150 2.65 Agg. Source 2 B-345 1-½” 490 2.70 Agg. Source 3 B-345 3/8” 560 2.69 Agg. Source 4 B-345 ¾” 1,050 2.70
Water 233 1.00 W/C Ratio 0.41
Water Reducer Degussa Polyheed 997 23 oz/cy Air Entrainment Degussa MB-AE 90 5-20 oz/cy
Experimental Feature Report ____________________________________________________________
May 2012 50
I-90 Combined Gradation Project
The 650 psi mix design for both the combined and standard aggregate gradation mixes were almost identical except for the aggregate gradations and the amount of water.
Standard aggregate gradation 650 mix design.
Item Type Standard Combined
lbs/cy lbs/cy Cement I-II 452 452 Fly Ash Class F 113 113
1 1/2 -3/4 823 672 3/4 - 3/8 941 785 3/8 - #4 271 494 #4 - #8 299 298 #9 - #16 268 333 #16 - #30 178 163 #30 - #50 265 220 #50 - #100 153 132 #100 - #200 45 20
Water 215 230 I-90 Whitetopping Project A single mix design was used for all three sections of whitetopping. It was a fly ash mix with polypropylene fibers added to increase the strength of the very thin concrete and prevent any cracks from opening. Not a lot of similarity to the other Argonne Road to Sullivan Road project 800 psi mix designs although both used the same sources for the aggregates.
Whitetopping 800 psi mix design.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-II 650 3.15 Fly Ash ISG Resources, Inc. Class F 160
Agg. Source 1 C-173 1 ½ - ¾ 834 2.66 Agg. Source 2 C-173 ¾ - #4 701 2.67 Agg. Source 3 C-173 Coarse Sand 692 2.64 Agg. Source 4 C-297 Fine Sand 555 2.64
Water 260 1.00 W/C 0.33
Water Reducer W. R. Grace & Co. WRDA=64, Type A 28-36 oz/cy Air Entrainment W. R. Grace & Co. Daravair 6-10 oz/cy Reinforcement Poly Fiber Polypropylene 3
Experimental Feature Report ____________________________________________________________
May 2012 51
I-90 Argonne to Sullivan Project The first I-90 project discussed in this report, Argonne Road to Sullivan Road, used six mix designs over a period of two years. The eastbound lanes were constructed in 2004 and the westbound the following year. In 2004 the standard mix design for the 800 psi flexural strength used throughout the project was 6620-02. A variation of 6620-02 with minor changes in aggregate gradation, 6620-02R, was also used in 2004. All of the mix designed used a combined gradation for the aggregates. All of the cement in 2004 was MaxCem which is a combination of 20-25% Ground Granulated Blast Furnace Slag (GGBFS) and portland cement.
Mix design 6620-02 with 800 psi flexural strength used for the majority of the paving in 2004.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-SM 660 3.15 Agg. Source 1 C-173 1 ½ - ¾ 629 2.69 Agg. Source 2 C-173 3/4 - #4 599 2.68 Agg. Source 3 C-173 3/8 329 2.67 Agg. Source 4 C-173 5/8 421 2.69 Agg. Source 5 C-107 Coarse Sand 680 2.64 Agg. Source 6 C-297 Fine Sand 463 2.64
Water 217.8 1.00 W/C Ratio 0.33
Water Reducer Master Builders Master Pave A&D 40-60 oz/cy Air Entrainment Master Builders MBAE 90 6-12 oz/cy
Mix design 6620-02R with 800 psi flexural strength also used in 2004.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-SM 660 3.15 Agg. Source 1 C-173 1 ½ - ¾ 470 2.69 Agg. Source 2 C-173 ¾ - #4 1,314 2.68 Agg. Source 3 C-107 Coarse Sand 862 2.64 Agg. Source 4 C-297 Fine Sand 462 2.64
Water 212 1.00 W/C Ratio 0.33
Water Reducer Master Builders Master Pave A&D 40-60 oz/cy Air Entrainment Master Builders MBAE 90 6-12 oz/cy
Experimental Feature Report ____________________________________________________________
May 2012 52
A 650 psi flexural strength mix was used in 2004 on a short section of pavement to act as a control section of WSDOT’s standard specification mix.
Mix design 6620-03 with 650 psi flexural strength used for the control section.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge (MaxCem) I-SM 565 3.15 Agg. Source 1 C-173 1 ½ - ¾ 631 2.69 Agg. Source 2 C-173 ¾ - #4 1,354 2.68 Agg. Source 3 C-107 Coarse Sand 682 2.64 Agg. Source 4 C-297 Fine Sand 464 2.64
Water 237 1.00 W/C Ratio 0.42
Water Reducer Master Builders Master Pave A&D 40-60 oz/cy Air Entrainment Master Builders MBAE 90 6-12 oz/cy
The fourth mix design used in 2004 was a 650 psi flexural strength mix to which Hard-Cem was added. Hard-Cem is an integral concrete hardener manufactured by Cementec Industries, Inc. According to Cementec Industries, Hard-Cem is a functional filler additive and not a chemical admixture and claims it can be added to any concrete mix with no effect on the concrete qualities such as air-entrainment. Hard-Cem is a fine powder that is handled similar to cement, is added during the batching process, and affects the entire mix, not just the surface of the pavement. This mix design is identical to the 650 psi flexural strength design used for the control section except for the substitution of 67 lbs/cy of Hard-Cem for the same amount of Type I-SM cement. The addition of the Hard-Cem lowered the water cement ratio from 0.42 to 0.38.
Mix design 6620-04 with 650 psi flexural strength and Hard-Cem additive.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-SM 565 3.15 Hard-Cem Cementec Ind. 67 3.15
Agg. Source 1 C-173 1 1/2 - ¾ 631 2.69 Agg. Source 2 C-173 ¾ - #4 1,354 2.68 Agg. Source 3 C-107 Coarse Sand 670 2.64 Agg. Source 4 C-297 Fine Sand 428 2.64
Water 237 1.00 W/C Ratio 0.38
Water Reducer Master Builders Master Pave A&D 20-30 oz/cy Air Entrainment Master Builders MBAE 90 6-12 oz/cy
A new mix design, 6620-05, was developed in 2005 for the 800 psi flexural strength concrete. Mix design 6620-02R was also used extensively in 2005 depending upon which source of cement was available at the time. When slag cement was not available they used 6620-02R,
Experimental Feature Report ____________________________________________________________
May 2012 53
otherwise they use the new mix design 6620-05. Approximately 50% of the 2005 paving was constructed with each of the two mix designs.
Mix design 6620-05 with 800 psi flexural strength.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-SM 495 3.15 Slag Lafarge New Cem 165 2.83
Agg. Source 1 C-173 1 ½ - ¾ 627 2.69 Agg. Source 2 C-173 ¾ - #4 1,345 2.68 Agg. Source 3 C-107 Coarse Sand 688 2.64 Agg. Source 4 C-297 Fine Sand 459 2.64
Water 218 1.00 W/C Ratio 0.33
Water Reducer Master Builders Master Pave A&D 40-60 oz/cy Air Entrainment Master Builders MBAE 90 6-12 oz/cy
The final mix design on the project was the one with high cement content. This design was added to see concrete with higher cement content would have more resistance to wear from studded tires.
Mix design 6620-08 with 925 lbs/cy of cementitious material.
Item Source Type Lbs/cy Specific Gravity
Cement Lafarge I-SM 925 3.15 Agg. Source 1 C-173 1 ½ - ¾ 595 2.69 Agg. Source 2 C-173 ¾ - #4 1,278 2.68 Agg. Source 3 C-107 Coarse Sand 475 2.64 Agg. Source 4 C-297 Fine Sand 317 2.64
Water 305 1.00 W/C 0.33
Water Reducer Master Builders Master Pave A&D 40-60 oz/cy Air Entrainment Master Builders MBAE 90 6-12 oz/cy
Concrete Aggregate Comparison I-5 vs. I-90 Projects
The table below is a comparison of the quality of the aggregates used to produce the concrete for the two I-5 projects versus the three I-90 projects. The aggregate source for the I-5 projects was the same (B-345) as was the aggregate source for the I-90 projects (C-173); both are glacial gravel sources, so a comparison can be made. The aggregates used on the two projects are very similar in quality with the I-5 aggregates having the same LA abrasion number, but the I-90 aggregates a slightly better degradation number. Data was not available for the third I-90 project (Combined Gradation)
Experimental Feature Report ____________________________________________________________
May 2012 54
Concrete aggregate comparison between I-5 and I-90 projects. Use Test I-5 Projects I-90 Projects
Portland Cement Concrete
Aggregates
ASR-14 Days 0.52 0.38 ASR-One year 0.02 0.04 CCA Absorption 1.1 1.0 CCA Sp. G. 2.7 2.7 FCA Absorption 1.6 2.0 FCA Organics 2.0 1.0 FCA Sp. G. 2.65 2.61 LA Abrasion 15 15 Degradation 73 76
Experimental Feature Report ____________________________________________________________
May 2012 55
Appendix B Experimental Feature Work Plan
I-5 Federal Way Project
Experimental Feature Report ____________________________________________________________
May 2012 56
Washington State Department of Transportation
WORK PLAN
PCCP Features
(Surface Smoothness and Noise)
I-5, Federal Way – South 317th Street HOV Direct Access Milepost 143.25 to Milepost 144.74
Prepared by
Jeff S. Uhlmeyer, P.E. Pavement Design Engineer
Washington State Department of Transportation
February 2005
Experimental Feature Report ____________________________________________________________
May 2012 57
Introduction
Washington State Department of Transportation’s (WSDOT) Portland Cement Concrete
Pavement (PCCP) construction program has been relatively small since the construction of the
Interstate system in the 1960’s and early 70’s. As many of these early pavements deteriorate and
require reconstruction, the best possible construction practices will be essential in order to
provide pavements that will last 50 years or longer.
One of the challenges facing WSDOT is to reduce the excessive wear concrete pavements
received from studded tires. An Experimental Feature “Combined Aggregate Gradation for
Concrete Pavements” is under study and is investigating the use of a combined aggregate
gradation to curb the effects of studded tire wear. An additional WSDOT study involves the
rates of stud wear on the Specific Pavement Studies (SPS) located on SR 395 south of Ritzville.
To date there is definitely less wear due to studded tires in the 900-psi section as compared to the
lower strength sections. Further, the tine grooves are still apparent in the high strength sections
and are, in essence, gone from the lower strength ones. While these observations are far from
conclusive, WSDOT wishes to explore the effects of higher strength PCCP mixes.
Another challenge observed with WSDOT PCCP construction has been with providing
smooth riding surfaces, particularly in urban areas. WSDOT has built several pavements in
recent years where bonuses have been paid to contractors for satisfying the smoothness
specifications, however, in some cases the roadway is still perceived rough. WSDOT’s current
smoothness requirement is based on a 0.20 inch blanking band with an allowable daily profile
index of 7.0 inches per mile or less.
Experimental Feature Report ____________________________________________________________
May 2012 58
A current experimental feature, I-90, Argonne to Sullivan Experimental Feature, MP
287.98 to MP 292.16, is underway in the Eastern Region to consider PCCP features beyond the
2002 WSDOT Standard Specifications. The eastbound lanes of this feature were paved in the
summer of 2004. Included in this study is the use of a carpet drag finish, increasing the flexural
strength of the PCCP, and providing a zero blanking band for measuring surface smoothness.
Following construction of the PCCP, the influences from the carpet drag finish and increased
flexural strength specification on the pavement will be monitored to determine its ability to resist
surface abrasion. Additionally, the results of using a zero blanking band to determine
smoothness will be analyzed and compared with profilogragh results using the 0.20-inch
blanking band.
I-5, Federal Way – South 317th Street HOV Direct Access
Since the approval of the I-90, Argonne to Sullivan Experimental feature, the Federal
Highway Administration has changed its noise policy to allow states to take into consideration
the effects of quiet pavements as noise mitigation with enough supporting data. The process for
state DOT’s to utilize pavement type to mitigate noise is found in the January 19, 2005
Memorandum titled “Highway Traffic Noise – guidance on Quiet Pavement Pilot Programs
(QPPP) and Tire/Pavement Noise Research.”
(http://www.fhwa.dot.gov/environment/noise/qpppeml.htm)
The QPPP is intended to demonstrate the effectiveness of quiet pavement strategies and to
evaluate any changes in their noise mitigation properties over time. Current knowledge on
changes over time is extremely limited. Thus, the programs will collect data and information for
Experimental Feature Report ____________________________________________________________
May 2012 59
at least a 5-10 year period, after which the FHWA will determine if policy changes to a State
DOT(s) noise program are warranted.
The intent of this experimental section is to allow the placement of a carpet drag surface in
Western Washington and monitor both rutting/friction and noise over time. Currently, WSDOT
does not have a means for collecting noise information, however, there is discussion between the
Materials Laboratory and Environmental Noise Quality to purchase equipment. The key item for
WSDOT is to place a concrete pavement in Western Washington to compliment the work being
performed on I-90 in Spokane. The rutting and friction information will be valuable information
as WSDOT begins a QPPP.
Scope
This project involves the reconstruction and rehabilitation of 1.49 miles of southbound I-5.
The reconstruction portion of the contract is 0.60 miles long and places full width 13 inches
(1.08’) of PCCP over 4.2 inches (0.35’) of asphalt concrete over 4.2 inches (0.35’) of crushed
surfacing. The total 50-year design ESALs for the single direction traffic are approximately 200
million. The experimental features will be incorporated over one half of the project length.
Carpet Drag
The final pavement surface will be obtained by drawing a carpet drag longitudinally along
the pavement before the concrete has taken its initial set. The carpet drag will be a single piece
of carpet of sufficient length to span the full width of the pavement being placed and adjustable
to allow up to 4 feet longitudinal length in contact with the concrete being finished. The target
depth of the carpet drag will be about 1 millimeter.
Experimental Feature Report ____________________________________________________________
May 2012 60
Initial WSDOT analysis shows that the carpet drag finish provides an equal or better skid
resistance than normal WSDOT transverse tined pavements. This is significant considering
studded tire wear normally removes transverse tining 3 to 4 years after placing PCCP.
Mix Design
The mix design requirements will utilize PCCP concrete that has a 14-day target flexural
strength of 650 psi as specified in Section 5-05 of the 2004 WSDOT Standard Specifications.
Test Section
Approximately one half of the project will utilize the carpet drag finish. The exact location
has not been specified, however, it is likely the northern half of the southbound lanes will receive
the carpet drag. The carpet drag will be placed on all lanes, starting and stopping at the same
locations. The remainder of the project will receive a tined finish.
Construction
Concrete will be placed by a slip form paver. Except as indicated, 2004 WSDOT Standard
Specifications will apply.
Staffing The Region Project office will coordinate and manage all construction aspects.
Representatives from WSDOT Materials Laboratory (one or two persons) will also be involved
with documenting the construction.
Contacts and Report Author Jeff Uhlmeyer Pavement Design Engineer Washington State DOT (360) 709-5485 FAX (360) 709-5588 [email protected]
Experimental Feature Report ____________________________________________________________
May 2012 61
Testing
The completed PCCP will be skid tested to determine friction values. The friction values
will be measured twice a year on each of the test sections for the duration of the experiment.
Specific tests for determining pavement surface wear will also be taken before and after the
allowance of studded tires.
Reporting
An “End of Construction” report will be written following completion of the project. This
report will include construction details, material test results, and other details concerning the
overall process. Annual summaries will also be conducted over the next five years. At the end
of the five-year period, a final report will be written which summarizes performance
characteristics and future recommendations for use of this process.
Cost Estimate
Construction Costs This contract is currently under construction. The concrete contractor has agreed to
provide the carpet drag at no cost to WSDOT.
Testing Costs Condition Survey – will be conducted as part of statewide annual survey, no cost.
Rut Measurements – 10- surveys (2 hours each) requires traffic control = $12,000
Friction Measurements – 10 surveys done in conjunction with annual new pavement friction testing, no cost.
Noise Surveys – WSDOT is currently pursuing purchasing noise-monitoring equipment. The cost of this equipment is not included in this experimental feature, as this equipment will be used throughout Washington State once noise monitoring on a regular basis begins.
Experimental Feature Report ____________________________________________________________
May 2012 62
However, about $5,000 is anticipated for funds necessary to monitoring noise for periodic surveys on this section of I-5.
Report Writing Costs Initial Report – 20 hours = $1,500 Annual Report – 5 hours (1 hour each) = $500 Final Report – 10 hours = $1,000
Total Cost = $20,000
Schedule
Construction Date: Southbound lanes – June 2005
Date Condition
Survey (Annual)
Rut & Friction Measurements
(Annual)
End of Construction
Report
Annual Report
Final Report
April 2005 X X Fall 2005 X X X
Spring 2006 X X X Fall 2006 X X X
Spring 2007 X X X Fall 2007 X X X
Spring 2008 X X X Fall 2008 X X X
Spring 2009 X X X Fall 2009 X X X X
Experimental Feature Report ____________________________________________________________
May 2012 63
Appendix C Experimental Feature Work Plan
I-5 Pierce Co. Line Project
Experimental Feature Report ____________________________________________________________
May 2012 64
Washington State Department of Transportation
WORK PLAN
PCCP Features
(Surface Smoothness and Noise)
I-5, Pierce County Line to Tukwila I/C – HOV - Stage 4 Milepost 139.06 to Milepost 144.75
Prepared by
Jeff S. Uhlmeyer, P.E. Pavement Design Engineer
Washington State Department of Transportation
October 2005
Experimental Feature Report ____________________________________________________________
May 2012 65
Introduction
Washington State Department of Transportation’s (WSDOT) Portland Cement Concrete
Pavement (PCCP) construction program has been relatively small since the construction of the
Interstate system in the 1960’s and early 70’s. As many of these early pavements deteriorate and
require reconstruction, the best possible construction practices will be essential in order to
provide pavements that will last 50 years or longer.
One of the challenges facing WSDOT is to reduce the excessive wear concrete pavements
received from studded tires. An Experimental Feature “Combined Aggregate Gradation for
Concrete Pavements” is under study and is investigating the use of a combined aggregate
gradation to curb the effects of studded tire wear. An additional WSDOT study involves the
rates of stud wear on the Specific Pavement Studies (SPS) located on SR 395 south of Ritzville.
To date there is definitely less wear due to studded tires in the 900-psi section as compared to the
lower strength sections. Further, the tine grooves are still apparent in the high strength sections
and are, in essence, gone from the lower strength ones. While these observations are far from
conclusive, WSDOT wishes to explore the effects of higher strength PCCP mixes.
Another challenge observed with WSDOT PCCP construction has been with providing
smooth riding surfaces, particularly in urban areas. WSDOT has built several pavements in
recent years where bonuses have been paid to contractors for satisfying the smoothness
specifications, however, in some cases the roadway is still perceived rough. WSDOT’s current
smoothness requirement is based on a 0.20 inch blanking band with an allowable daily profile
index of 7.0 inches per mile or less.
The following sections highlight WSDOT current research efforts:
Experimental Feature Report ____________________________________________________________
May 2012 66
I-90 – Argonne to Sullivan
An experimental feature, I-90 - Argonne to Sullivan Experimental Feature, MP 287.98 to
MP 292.16, is underway in the Eastern Region to consider PCCP features beyond the 2002
WSDOT Standard Specifications. The eastbound lanes of this feature were paved in the summer
of 2004. Included in this study is the use of a carpet drag finish, increasing the flexural strength
of the PCCP, and providing a zero blanking band for measuring surface smoothness. Following
construction of the PCCP, the influences from the carpet drag finish and increased flexural
strength specification on the pavement will be monitored to determine its ability to resist surface
abrasion. Additionally, the results of using a zero blanking band to determine smoothness will
be analyzed and compared with profilogragh results using the 0.20-inch blanking band.
I-5, Federal Way – South 317th Street HOV Direct Access
The I-5, Federal Way – South 317th Street HOV Direct Access project investigates the use
of a carpet drag finish placed in Western Washington. This project reconstructed and
rehabilitated 1.49 miles of southbound I-5. The reconstruction portion of the contract is 0.60
miles long and places full width 13 inches (1.08’) of PCCP over 4.2 inches (0.35’) of asphalt
concrete over 4.2 inches (0.35’) of crushed surfacing. The total 50-year design ESALs for the
single direction traffic are approximately 200 million. The experimental features, constructed
during the summer 2005 incorporated the carpet drag texture on the entire mainline pavement.
Preliminary results indicate that a smooth PCCP surface with good frictional characteristics was
obtained.
Experimental Feature Report ____________________________________________________________
May 2012 67
Quiet Pavement Pilot Programs
The Federal Highway Administration has changed its noise policy to allow states to take
into consideration the effects of quiet pavements as noise mitigation with enough supporting
data. The process for state DOT’s to utilize pavement type to mitigate noise is found in the
January 19, 2005 Memorandum (http://www.fhwa.dot.gov/environment/noise/qpppeml.htm)
titled “Highway Traffic Noise – guidance on Quiet Pavement Pilot Programs (QPPP) and
Tire/Pavement Noise Research.”
The QPPP is intended to demonstrate the effectiveness of quiet pavement strategies and to
evaluate any changes in their noise mitigation properties over time. Current knowledge on
changes over time is extremely limited. Thus, the programs will collect data and information for
at least a 5-10 year period, after which the FHWA will determine if policy changes to a State
DOT(s) noise program are warranted.
The intent of the proposed experimental section is to allow the additional placement of a
carpet drag and longitudinal tined surfaces in Western Washington. Rutting/friction and noise
measurements will be taken over time. Currently, WSDOT does not have a means for collecting
noise information, however, there is discussion between the Materials Laboratory and
Environmental Noise Quality to purchase equipment. The key item for WSDOT is to place a
concrete pavement in Western Washington to compliment the work being performed on I-90 in
Spokane. The rutting and friction data will be valuable information as WSDOT begins a QPPP.
Scope
This project involves the construction of HOV lanes and the rehabilitation of 5.69 miles of
north and southbound I-5. The pavement section for the HOV lanes will consist of 13 inches
Experimental Feature Report ____________________________________________________________
May 2012 68
(1.08’) of PCCP over 4.2 inches (0.35’) of asphalt concrete over 4.2 inches (0.35’) of crushed
surfacing. The total 50-year design ESALs for the single direction traffic are approximately 200
million. The experimental features will be incorporated over the project length.
Carpet Drag and Longitudinal Tining
The final pavement surface texture will be obtained by drawing a carpet drag or
longitudinal tines longitudinally along the pavement before the concrete has taken its initial set.
The carpet drag will be a single piece of carpet of sufficient length to span the full width of the
pavement being placed and adjustable to allow up to 4 feet longitudinal length in contact with the
concrete being finished. The target depth of the carpet drag will be a minimum of 1.0 millimeter.
Sand patch tests will be conducted by Materials Laboratory personnel to verify the texture depth
of the carpet drag sections. The longitudinal tines will be uniformed spaced metal tines. ACPA
is currently researching the specification that promises to provide the quietest surface. This
specification will be provided to the Contractor as soon as it is obtained.
Initial WSDOT analysis shows that the carpet drag finish provides an equal or better skid
resistance than normal WSDOT transverse tined pavements. This is significant considering
studded tire wear normally removes transverse tining 3 to 4 years after placing PCCP.
Mix Design
The mix design requirements will utilize PCCP concrete that has a 14-day target flexural
strength of 650 psi as specified in Section 5-05 of the 2004 WSDOT Standard Specifications.
Test Section
Approximately one half of the HOV lane in each direction will utilize the carpet drag finish
and the other half will receive the longitudinal tining finish.
Experimental Feature Report ____________________________________________________________
May 2012 69
Control Section
A minimum of 300 feet of each HOV lane in each direction will be constructed with a
transverse tined finish to serve as a control section for the longitudinal tining and carpet drag
finished test sections. WSDOT Standard Specifications will be followed for the depth and
spacing of the tines.
Construction
Concrete will be placed by a slip form paver. Except as indicated, 2004 WSDOT Standard
Specifications will apply.
Staffing
The Region Project office will coordinate and manage all construction aspects.
Representatives from WSDOT Materials Laboratory (one or two persons) will also be involved
with documenting the construction.
Contacts and Report Author Jeff Uhlmeyer Pavement Design Engineer Washington State DOT (360) 709-5485 FAX (360) 709-5588 [email protected]
Testing
The completed PCCP will be skid tested to determine friction values. The friction values
will be measured twice a year on each of the test sections for the duration of the experiment.
Pavement condition survey results will be collected on an annual basis as well as rutting and ride
measurements. These tests will measure any changes in performance of the pavement with time
as a result of studded tire wear.
Experimental Feature Report ____________________________________________________________
May 2012 70
Reporting
An “End of Construction” report will be written following completion of the project. This
report will include construction details, material test results, and other details concerning the
overall process. Annual summaries will also be conducted over the next five years. At the end
of the five-year period, a final report will be written which summarizes performance
characteristics and future recommendations for use of this process.
Cost Estimate Construction Costs
This contract is currently under construction. The concrete contractor has agreed to
provide the carpet drag at no cost to WSDOT.
Testing Costs Condition Survey – will be conducted as part of statewide annual survey, no cost.
Rut Measurements – 10- surveys (2 hours each) requires traffic control = $12,000
Friction Measurements – 10 surveys done in conjunction with annual new pavement friction testing, no cost.
Noise Surveys – WSDOT is currently pursuing purchasing noise-monitoring equipment. The cost of this equipment is not included in this experimental feature, as this equipment will be used throughout Washington State once noise monitoring on a regular basis begins. However, about $5,000 is anticipated for funds necessary to monitoring noise for periodic surveys on this section of I-5.
Report Writing Costs Initial Report – 20 hours = $1,500 Annual Report – 5 hours (1 hour each) = $500 Final Report – 10 hours = $1,000
Total Cost = $20,000
Experimental Feature Report ____________________________________________________________
May 2012 71
Schedule Construction Date: October 2005
Date Condition
Survey (Annual)
Rut & Friction Measurements
(Annual)
End of Construction
Report
Annual Report
Final Report
October 2005 X X Spring 2006 X X X
Fall 2006 X X X Spring 2007 X X X
Fall 2007 X X X Spring 2008 X X X
Fall 2008 X X X Spring 2009 X X X
Fall 2009 X X X X